CITIES FOR PEOPLE

IN PRACTICE
BY CHRIS BUSCH AND CC HUANG

JANUARY 2015
ABOUT US
ABOUT ENERGY INNOVATION
Energy Innovation: Policy and Technology LLC is an energy and environmental policy firm.
We deliver high-quality research and original analysis to policymakers to help them make
informed choices on energy policy. We focus on what matters and what works.

Energy Innovation’s mission is to accelerate progress in clean energy by supporting the pol-
icies that most effectively reduce greenhouse gas emissions. Through customized research
and analysis for decision makers, we uncover the strategies that will produce the largest
results. We work closely with other experts, NGOs, the media, and the private sector to
ensure that our work complements theirs.

ABOUT OUR URBAN SUSTAINABILITY PROGRAM

Energy Innovation helps cities create energy-efficient, high-quality communities by working
with planners, mayors, developers, and other influential figures around the world, most
notably in China, where urbanization is occurring at a stunning pace. Our goal is to equip key
decision makers with best practices from around the globe so they can help build cities that
are prosperous, livable, and sustainable.

2
CONTENTS
Children walking on car-free streets in Vauban (Source: Antoine Belaieff / CC BY 2.0)

About us 2
Acknowledgements 4
THE 8 PRINCIPLES 5

I. INTRODUCTION 6
Cities for people in practice 6
Global survey of The 8 Principles 7
Brief profiles of exceptional developments 7

II. HAMMARBY SJÖSTAD 12

Summary 12
Development process 13
Urban form and transportation 14
Benefits 17

III. QUARTIER VAUBAN 18

Summary 18
Development process 18
Urban form and transportation 19
Benefits 22

IV. LIUYUN XIAOQU 23

Summary 23
Urban form and transportation 23
Benefits 25

V. CONCLUSION 26

References 27
3
ACKNOWLEDGEMENTS
Exercise equipment in Liuyun Xiaoqu (Source: ITDP)

We appreciate input from:

• Karl Fjellstrom, Institute for Transportation and Development Policy (ITDP);
• Anna Hessle, Sweco;
• Jonas Jernberg, Sweco;
• Jingjing Ma, Sweco;
• Sverker Hanson, Sweco;
• Shuling Li, ITDP;
• Jingjing Xu, China Development Bank Capital, Smart and Green Urbaniza-
tion Task Force.

Ultimately, the authors and Energy Innovation are responsible for any errors
or omissions. As indicated through references in the text, this report uses two
sources most extensively:
• Harrison Fraker’s Hidden Potential of Sustainable Neighborhoods (2014)
for the Vauban and Hammarby cases;
• ITDP’s Best Practices in Urban Development in the Pearl River Delta (2012)
for the Liuyun Xiaoqu case.

4
 8
THE
WALK: DEVELOP NEIGHBORHOODS THAT PROMOTE WALKING BIKE CONNECT TRANSIT MIX DENSIFY COMPACT SHIFT / WALK BIKE: PRIOROITIZE
BICYCLE NETWORKS CONNECT TRANSIT MIX DENSIFY COMPACT SHIFT / WALK BIKE CONNECT: CREATE DENSE NETWORKS OF STREETS AND PATHS
TRANSIT MIX DENSIFY COMPACT / WALK BIKE CONNECT TRANSIT: SUPPORT HIGH QUALITY TRANSIT MIX DENSIFY COMPACT SHIFT / WALK BIKE
CONNECT TRANSIT MIX: ZONE FOR MIXED-USE NEIGHBORHOODS DENSIFY COMPACT SHIFT/ WALK BIKE CONNECT TRANSIT MIX DENSIFY: MATCH
DENSITY TO TRANSIT CAPACITY COMPACT SHIFT / WALK BIKE CONNECT TRANSIT MIX DENSIFY COMPACT: CREATE COMPACT REGIONS WITH
SHORT COMMUTES SHIFT/ WALK BIKE CONNECT TRANSIT MIX DENSIFY COMPACT SHIFT: INCREASE MOBILITY BY REGULATING PARKING AND
ROAD USE WALK: DEVELOP NEIGHBORHOODS THAT PROMOTE WALKING BIKE CONNECT TRANSIT MIX DENSIFY COMPACT SHIFT / WALK BIKE:
PRIOROITIZE BICYCLE NETWORKS CONNECT TRANSIT MIX DENSIFY COMPACT SHIFT / WALK BIKE CONNECT: CREATE DENSE NETWORKS OF STREETS
AND PATHS TRANSIT MIX DENSIFY COMPACT / WALK BIKE CONNECT TRANSIT: SUPPORT HIGH QUALITY TRANSIT MIX DENSIFY COMPACT SHIFT
/ WALK BIKE CONNECT TRANSIT MIX: ZONE FOR MIXED-USE NEIGHBORHOODS DENSIFY COMPACT SHIFT/ WALK BIKE CONNECT TRANSIT MIX
DENSIFY: MATCH DENSITY TO TRANSIT CAPACITY COMPACT SHIFT / WALK BIKE CONNECT TRANSIT MIX DENSIFY COMPACT: CREATE COMPACT
REGIONS WITH SHORT COMMUTES SHIFT/ WALK BIKE CONNECT TRANSIT MIX DENSIFY COMPACT SHIFT: INCREASE MOBILITY BY REGULATING

PRINCIPLES
PARKING AND ROAD USE WALK: DEVELOP NEIGHBORHOODS THAT PROMOTE WALKING BIKE CONNECT TRANSIT MIX DENSIFY COMPACT SHIFT
/ WALK BIKE: PRIOROITIZE BICYCLE NETWORKS CONNECT TRANSIT MIX DENSIFY COMPACT SHIFT / WALK BIKE CONNECT: CREATE DENSE NET-
WORKS OF STREETS AND PATHS TRANSIT MIX DENSIFY COMPACT / WALK BIKE CONNECT TRANSIT: SUPPORT HIGH QUALITY TRANSIT MIX DENSIFY
COMPACT SHIFT / WALK BIKE CONNECT TRANSIT MIX: ZONE FOR MIXED-USE NEIGHBORHOODS DENSIFY COMPACT SHIFT/ WALK BIKE CONNECT
TRANSIT MIX DENSIFY: MATCH DENSITY TO TRANSIT CAPACITY COMPACT SHIFT / WALK BIKE CONNECT TRANSIT MIX DENSIFY COMPACT: CREATE

Our Cities for People reports use and advocate The 8 Principles from Planning Cities for People, a
guide of urban form and transportation solutions to some of the most pressing challenges facing
modern cities, including congestion, pollution, and urban sprawl. The 8 Principles are essential in-
gredients to sustainable, economically vibrant cities that deliver quality of life for people.

THE 8 PRINCIPLES
1. Walk. Develop neighborhoods that promote walking.
2. Connect. Create dense networks of streets and paths for non-motor-
ized transit.
3. Transit. Build extensive, high quality transit. Make connections be-
tween modes.
4. Cycle. Prioritize bicycle networks that offer protected lanes.
5. Mix. Zone for mixed-use neighborhoods.
6. Densify. Actively encourage greater density around major transit
hubs.
7. Compact. Set growth boundaries and plan for compact regions with
short commutes. 5
8. Shift. Increase mobility by regulating parking and road use.

Photo by Gavin Anderson / CC BY 2.0

INTRODUCTION
Green tram tracks in Vauban (Source: Antoine Belaieff / CC BY 2.0 )
CITIES FOR PEOPLE IN PRACTICE
Along with a host of other rapidly urbanizing countries, China is planning and building many new urban
districts. This rapid urbanization presents an important opportunity. A multitude of studies find that it
does not cost any more to build a city’s block structure, streets, and sidewalks correctly at the outset.
However, if these patterns are set incorrectly during initial construction, they are very costly to change.
The 8 Principles from Planning Cities for People (see p. 5) distills the most important features of success-
ful urban form and transportation. This report aims to provide developers, city governments, and other
decision-makers with detailed examples of successful sustainable urban communities.

The 8 Principles present a compelling recipe for urban form and transportation to support development
that is transit-oriented, walkable, and bike-friendly. Applying these principles will accelerate the shift
away from auto-dependent and carbon-intensive development. This document presents three instanc-
es of cities for people in practice:
1. Quartier Vauban (Freiburg, Germany)
2. Hammarby Sjöstad (Stockholm, Sweden)
3. Liuyun Xiaoqu (Guangzhou, China)

The emphasis for each case study is first how the area achieved greater sustainability, and second what
the impacts were. We find evidence of economic, environmental, and sociocultural benefits for each
case. In sum, The 8 Principles deliver a powerful combination of more livable urban areas with a richer
social fabric and a more vibrant economy. 6

Why these places? We profile Hammar-

Figure 1. Shopping in mixed-use Liuyun Xiaoqu at night (Source: ITDP)
by and Vauban because Chinese urban
planners hold them in high regard. Pres-
ident Xi Jinping visited Hammarby in
March 2010, where he declared, “sus-
tainability is our common future” at the
SymbioCity Forum. We profile Liuyun
Xiaoqu because it is perhaps China’s
most exceptional example of develop-
ment in accordance with The 8 Princi-
ples.

Scaling up. The main objective of this

report is to help scale up these ben-
eficial approaches to urban form and
 transportation. Official Chinese government policy is also increasingly in line with The 8 Principles. For 7
example, the State Council’s urbanization strategy, released in March 2014, was the first time that the
government called for an emphasis on transit-oriented development. Other Chinese and international
organizations are advancing a similar vision. By exploring cities for people in practice, we further illus-
trate the power and potential of The 8 Principles.
Figure 2. Hammarby waterfront and skyline (Source geinography / CC BY 2.0)

GLOBAL SURVEY OF THE 8 PRINCIPLES

The Institute for Transportation and Development Policy (ITDP) has developed a transit-oriented devel-
opment (TOD) standard that reflects The 8 Principles and has applied it to projects around the world.
The ITDP’s TOD standard uses a scoring system to award gold, silver, or bronze ratings. This is similar to
the Leadership in Energy and Environmental Design (LEED) program that rates buildings by their energy
footprints. ITDP has applied this TOD standard to dozens of cases around the world. To be eligible, proj-
ects must already be built, and they must be within one kilometer of a high-capacity transit line (e.g.,
Bus Rapid Transit or rail), or within 500 meters of a line that directly serves a high-capacity transit line.

ITDP has awarded gold ratings to nine projects, silver ratings to 17 projects, and bronze ratings to nine
projects. ITDP awarded Liuyun Xiaoqu, Hammarby, and Vauban gold ratings. ITDP identifies TOD gold
developments on every continent except Africa, though six of the nine are in Europe. Liuyun Xiaoqu rep-
resents the Asian continent. The Centro International de Bogotá (Bogotá International Center) is cur-
rently South America’s only gold TOD district. The addition of an excellent Bus Rapid Transit (BRT) line,
the renovation of a major park, and the addition of several high-rise buildings have revived Bogotá’s city
center. North America’s only gold TOD district is Vancouver’s Olympic Village, a mixed-use, mostly res-
idential community that features a growing number of retail shops and services. Three other Chinese
examples earned silver and bronze ratings – Whampoa Garden in Hong Kong and Grand Gateway 66 in
Shanghai obtained bronze ratings, while Jianwai SOHO in Beijing obtained a silver rating.

BRIEF PROFILES OF EXCEPTIONAL DEVELOPMENTS

In this section, we begin exploring three real-world examples of urban sustainability in practice. After
a summary and synthesis of the case studies, separate chapters also provide detailed descriptions of
each of the city’s experiences. The following table presents a quick data-driven look at how Hammarby,
Vauban, and Liuyun Xiaoqu exemplify The 8 Principles.
Table 1. Applying The 8 Principles: Hammarby, Vauban, and Liuyun Xiaoqu 8
HAMMARBY VAUBAN LIUYUN XIAOQU
WALK • 27% of trips are by walk- • 64% of trips are by walking • 70% of the district is green
Develop neigh- ing and biking (Cervero and biking; or open space.
borhoods that and Sullivan, 2010). • 70% of the district is green
promote walking. or open space (Fraker, 2014).

CYCLE • Special paths for biking, • Every home has at least one • Access to Guangzhou’s
Prioritize bicycle including a revitalized old bike parking space; public bike share system at
networks that quay (Hammarby Environ- • Community store that offers nearby BRT station.
offer protected mental Map, 2007); free labor on bicycle repairs
lanes. • Linked to Stockholm’s (Field, 2011).
public bike share program • City center and central rail
(Foletta, 2011). station can be reached within
12 minutes on bicycle from
the residential areas (Field,
2011).

CONNECT • Blocks are small, 60-70 • Blocks are small, 80-200 • Blocks are small, 50-150
Create dense meters by 120-200 me- meters by 80-125 meters. meters by 40-80 meters.
networks of ters (Fraker, 2014).
streets and paths
that prioritize
non-motorized
transit.
TRANSIT •Every residence is within • Tram and bus lines serve the • Located south of the Tiyu
Build extensive, 300 meters of a light rail area; all residences are within Zhongxin BRT station and
high-quality tram (Fraker, 2014); 400 meters of a stop; close to multiple metro stops,
transit. Make • There are a number of • Transit accounts for 19% of including the Tianhenan Sta-
connections be- ferry and bus connec- trips. tion and the Tiyu Xilu Station;
tween nodes. tions; • Walking distance to the BRT
• Transit accounts for station from the neighbor-
52% of trips (compared hood is 300-500 meters.
to rates of 23% to 36% in
surrounding areas) (Cer-
vero and Sullivan, 2010).

MIX • Buildings with commer- • Main commercial area • 900 retail shops and service
Zone for mixed- cial space on bottom two includes residences on fourth outlets in the 0.32 square
use neighbor- floors include housing on floor and above. kilometer area.
hoods. top floors; • Schools, businesses, shop-
• 100 retail units and ping, and cooperatives all
restaurants within district within a 10-minute walk
(Foletta, 2011); (Field, 2011).
• Residential areas,
private space, and public
space are mixed.
 9
DENSIFY • Density of 13,100 resi- • Density of 12,200 residents • Density of roughly 9,600
Actively en- dents per square kilome- per square kilometer (Field, residents per square kilome-
courage greater ter (Foletta, 2011). 2011). ter (ITDP, 2014).
density around
major transit
hubs.
COMPACT • Located 3.7 km from • Located 4 km from center • A long-established neigh-
Set growth center city Stockholm. city Freiburg. borhood; not a greenfield
boundaries. development.
SHIFT • No free parking on • Car ownership is only about • There is little parking, re-
Increase mobility weekdays between 9 am 16%; flecting the late 1980s vintage
by regulating and 5 pm (Foletta, 2011); • Only 17% of all trips are by of the development;
parking and road • Fuel station available for car; • Recent renovations have
use. cars running on electricity, • Residences do not have removed cars from alleyways.
biogas, and ethanol (Ham- parking spots, and roads sur-
marby Environmental rounding residential areas are
Map, 2007); car-free (Fraker, 2014);
• 6% of households sub- • 39% of Vauban’s households
scribed to a car sharing have a car sharing member-
program (Facts on Ham- ship (compared to 0.01% na-
marby, 2009) and 75% tionwide in Germany) (Field,
of vehicles use biofuels 2011).
(Foletta, 2011).

HAMMARBY SJÖSTAD (STOCKHOLM, SWEDEN)

Hammarby is a large urban development project in Stockholm and one of the first modern efforts to
build a holistically sustainable district. Hammarby has prioritized public transit and non-motorized tran-
sit. There is easy access to Stockholm via a light rail tram that has four stops along the main street. All
Hammarby residences are within 300 meters of a tram stop. Paths and shortcuts for walking and biking
make the access to the tram stops highly convenient. There is also a bike share program linked with
Stockholm. The parking ratio (the number of parking places per household) is 0.65, which is similar to
the overall parking ratio in Stockholm. Yet, rates of car use are low, and car ownership is decreasing due

Figure 3. Lakeshore in Hammarby (Source Arild / CC BY 2.0).

to the focus on convenient public transit, pedestrian paths, and bike paths. 10

Just like Vauban, Hammarby has emphatically embraced people-centered development. The result: tan-
gible sociocultural, economic, and environmental benefits. While the quality of life and environmental
improvements are clear, perhaps Hammarby’s most impressive attribute is how little it cost to con-
struct—nearly the same as conventional construction methods. The high quality of life brought about
from this marginal change in cost has led to high demand for housing units in Hammarby.
Table 2. Hammarby’s sociocultural, economic, and environmental benefits
ECONOMIC ENVIRONMENTAL SOCIOCULTURAL
• The district’s energy standards only • Environmental impact is 30-40% • Each development phase has
increased developers’ costs by 2-4%. less than for a typical district built sold out almost immediately,
The solutions used were low-cost and in the 1990s. showing the district’s quality of
replicable. • Car use is 14% lower than in com- life is highly desirable.
• The district has a higher median parable districts in Stockholm. • The area has become a highly
household income and lower unem- • Daily water use is 150 liters per attractive place to live, especial-
ployment rate than Stockholm as a person, compared with 200 liters ly for families and children.
whole. per person in the rest of Stock-
• The commercial activity in Hammar- holm.
by is lively. Vacant retail spaces are • When completed, the district
never empty for long. aims to produce half of its own
• The rents are also comparatively energy.
higher than other areas of Stockholm,
showing that The 8 Principles im-
proves market demand.1

QUARTIER VAUBAN (FREIBURG, GERMANY)

Construction of the Vauban district in Freiburg, Germany occurred between 1998 and 2010. Vauban
has achieved extremely low rates of car use with only about 17 percent of trips originating in Vauban by
car and 83 percent of trips in-
volving either non-motorized Figure 4. Pedestrian only street in Vauban (Source: Lieven Soete / CC BY 2.0)
or public transit. A range of
incentives helped accomplish
this. First, all residential areas
are within walking distance of
public transit. Second, Vau-
ban paid attention to devel-
oping safe and convenient
biking and walking paths. A
single road for motor vehicles
loops through the area, with
most of the road space des-
ignated for pedestrians and
bikers. The majority of Vau-
ban’s residences do not have
a car. For the households that
choose to own cars, Vauban
only offers parking in a few
1
Higher rent is a positive indicator
of quality, desirability, and demand. While higher rents are financially burdensome for tenants, they reflect on market dy-
namics, rather than a higher cost of construction. To reduce the cost for renters, additional developments that are similar
 scattered, expensive lots. 11
The table below outlines the sociocultural, economic, and environmental benefits of the Vauban dis-
trict. These benefits result from attention to efficiency and thoughtful urban planning, based on the
Table 3. Vauban’s sociocultural, economic, and environmental benefits
ECONOMIC ENVIRONMENTAL SOCIOCULTURAL
• The cost to construct Vauban was • Non-motorized transit accounts • Attractive living spaces are a
only 3-5% more than that of tradi- for 64% of trips. magnet for families and long-term
tionally constructed developments; • Only about 16% of residents residents, leading to a mixed and
• Service, environmental manage- own cars and 57% of the car-free stable community;
ment, education, and research sec- households sold their cars due to • The community is hospitable to
tors dominate Vauban’s economy; incentives from the district. children and seniors because of
• Press reports indicate that prop- its safe and accessible commuting
erty values have skyrocketed in the options, trans-generational apart-
area. ments, and children’s centers;
• The district is family oriented
and an ideal place for raising chil-
dren due to the emphasis on safe
streets and outdoor recreation.

LIUYUN XIAOQU (GUANGZHOU, CHINA)

Liuyun Xiaoqu is a neighborhood in Guangzhou that exemplifies the potential of The 8 Principles to
create neighborhoods that are livable and economically vibrant. The local government built the neigh-
borhood in the 1980s to house workers in nearby enterprises. Starting around 2000, the government
gave tenants leases to their flats, which spurred commercial activity in the neighborhood. The local
government also took down gates and fences, facilitating walking and biking connections. Proximity to
commercial activity, mixed-use zoning, nearby access to BRT and metro stations, and prioritized biking
and walking networks make Liuyun Xiaoqu a great example of The 8 Principles in practice.
Table 4. Liuyun Xiaoqu’s sociocultural, economic, and environmental benefits
ECONOMIC ENVIRONMENTAL SOCIOCULTURAL
• According to ITDP, “Commer- •Fewer car trips means reduced • Proximity to commercial activity
cialization had already multiplied carbon emissions and local air and improved quality of life from
values several times before the pollution. convenient access to amenities;
renovation program [carried out for • Better living environment for
the Asian Games in 2009]. The ap- children and seniors due to new
proximately 900 area shops experi- public spaces and recreation areas.
enced a general increase in value of
30% following the re-opening [after
public space renovations].”

Figure 5. Well-utilized public space in Liuyun Xiaoqu (Source: ITDP)

 HAMMARBY
Downtown Hammarby (Source: Hans Kylberg / CC BY NC ND 2.0)

SUMMARY
Hammarby Sjöstad is Stockholm’s largest Figure 6. Emissions and extraction of non-renewable resources -
Hammarby compared with reference case (Source: Törnblom 2014)
urban development project and one of the
longest running efforts to build a sustainable
district. Hammarby’s comprehensive sustain-
ability program focuses on energy, water, and
waste management. The district cleaned up
and converted its formerly rundown port and
industrial area into a modern, eco-friendly de-
velopment. Hammarby has become a highly
desirable place to live and work, especially for
families with children. This case study hopes
to provide information on the unique aspects
of Hammarby that make it successful in terms
of urban form and transportation.

The following indicators show the success of the development:

• Environmental impact is 30-40 percent lower than for a typical district built at the same time;
• Car use is 14 percent lower than in comparable districts of Stockholm;
• Daily water use is 150 liters per person, compared with 200 liters per person in the rest of Stockholm;
• When complete, Hammarby will produce half of
its own energy (Swedish Environmental Protection
Figure 7. Subareas of Hammarby where different groups Agency, 2009).
of developers and architects are in charge (Source: City of
Stockholm) In total, emissions in Hammarby are 67 percent low-
er than in comparable districts due to improved pub-
lic transport. Extraction of non-renewable sources is
51 percent lower.
Stockholm created the plan for Hammarby in 1997,
calling for the construction of 11,500 residential
units for about 26,000 residents and an additional
9,000 workers. In March 2013, the city hit its origi-
nal goal by completing construction of 11,500 apart-
ments (Törnblom, 2014). The district has about
250,000 square meters designated for commercial
use, including offices, light industry, and retail. About
30 percent of the city’s building space is devoted to
offices and industry (Hanson et al., 2014). 12
 13
DEVELOPMENT PROCESS
Hammarby’s planning and construction management model enabled the simultaneous fulfillment of
environmental, social, and economic goals. The district also set out to be a “car-free” area.

Creating detailed goals for each environmental objective: When developing the plan for Hammar-
by, the city of Stockholm established specific performance benchmarks. For example, instead of set-
ting vague goals to “reduce car use,” the city of Stockholm aimed for specific objectives, such as “80
percent of residents’ and
Figure 8. Sunset over Hammarby (Source: Alexander Teglund / CC BY NC ND 2.0)
workers’ journeys should
be by foot, bicycle, or pub-
lic transit by 2010.” Addi-
tionally, Stockholm planned
that all buildings construct-
ed in Hammarby’s develop-
ment would use no more
than 65 kWh/m2/year (kilo-
watt-hours per square me-
ter per year). The district
ended up meeting their
transportation target.

The city government as

lead developer: Since the
city of Stockholm was the
lead developer, it was able
to push for energy and en-
vironmental standards in
Hammarby that are more
ambitious than the existing standards in Stockholm, which are already quite strong (Fraker, 2014).

Project teams had multiple developers and architects that were collectively in charge of agreeing on
plans for each subarea: Even though the city created an over-arching plan for the district, the project
team for each subarea had the freedom to prepare
separate plans within flexible bounds created by a
performance-based design code. By assigning multi- Figure 9. City plan of Hammarby (Source: EcoWebTown)
ple developers and architects to each area, innova-
tion and creativity was able to flourish, even within
the somewhat stricter master design code. For exam-
ple, a number of blocks (Holman, Kobben, Viken, Sun-
det, and Lugnvattnet) have won prizes in the city’s en-
vironmental competition for Best New Construction.
In total, there were 25 architects and 25 developers
involved in Hammarby’s development (Franne, 2007).

Using solutions that would not increase life-cycle

costs: The city wanted the Hammarby model and
experience to be easily replicable for other cities. To
achieve this, officials focused not only on environ-
 mental targets, but also made sure that measures were cost-neutral or only slightly more expensive 14
than conventional practices.

URBAN FORM AND TRANSPORTATION

Hammarby is an excellent example of smart urban form and transportation. It also shows how these
two aspects of human settlements are deeply interrelated: the district offers multiple transit connec-
tions; It improves walkability by mixing residential, commercial, and retail uses; its small blocks and
pedestrian pathways also contribute to walkability; and safe, dedicated, and extensive bike paths pro-
mote biking.

Figure 10. Hammarby residential area (Source: Design for Health /

URBAN FORM
CC BY / 2.0) The dominant feature of Hammarby is its
orientation around a lake. As shown in Fig-
ure 5, transit infrastructure is at the heart of
the district. A tramline runs along the main
streets (in gray) and all residents live within
short walking distance (within one to three
blocks) of a transit stop.

Commercial area: The 1,800-meter com-

mercial frontage includes four tram stops
and a covered main station. Even the desig-
nated commercial area is mixed-use. Com-
mercial space is on the bottom two floors
and residential space is on the top three or
four floors.

Block identity and structure: In the area be-

tween the main street and the lake, the blocks follow a consistent structure: main street, block, open
space, block, and then water’s edge. Each block possesses its own identity. Public space separates the
blocks from each other. Almost every housing unit is located within one block of a park and three blocks
of the lake.

Small blocks: In general, Hammarby’s urban

form is similar to that of inner-city Stockholm. Figure 11. Green space in Hammarby (Source: City of Stockholm)
The blocks are small and the dimensions are
60-70 meters by 120-200 meters. These small
blocks, as well as the mixed-use elements of
even the commercial space, encourage walk-
ing by providing direct routes that reduce
walking distances.

Green space: Attention to green space and

attractive walking paths allows Hammarby to
offer an exceptional quality of life while also
achieving desirable density. During planning,
the committee decided on a few specific goals
and guidelines (Box 1) that would ensure the
quality and utility of the green spaces. The
 green space treatment varies from natural wetlands to structured quays and even has small harbors 15
for boating. This layout provides a rich and varied recreational experience along the water’s edge. It
also makes the green space multi-functional and can act as an amenity for running, walking, cycling,
and relaxing.
Box 1. Goals and Guidelines for Green
Density: Hammarby is quite dense, averaging 13,100 Spaces in Hammarby (Fraker, 2014)
residents per square kilometer (by contrast, Beijing’s
density is 11,500 and Stockholm’s is 4,400). It is pre- The green space should transform the
dicted that Hammarby’s density will increase to 15,500 brownfields into attractive mixed-use residen-
residents per square kilometer by 2017, the completion tial districts with parks and public spaces;
date for the project. The average height of the build- There should be at least 15 square meters
ings is about six stories; along the transit corridor, some of courtyard space and a total of 25-30 square
structures are seven or eight stories. meters of courtyard and park space within 300
meters of each apartment;
TRANSPORTATION Natural areas of particular value should be
Located just two miles from the center of Stockholm,
protected;
Hammarby is well-integrated with the city center. More-
over, almost all residents use public transit to get into If green space is already developed, ensure
the city due to its accessibility (Goel, 2013). Through that there are biotopes that increase the area’s
transit-oriented development, Hammarby also has low- biodiversity.
er car use and higher non-motorized transport use than
other areas in Stockholm County, as shown in Figure 8.

Hammarby’s goal was to have 80 percent of all trips originating within the district use a mode other
than cars. Hammarby has nearly achieved this target: 79 percent of trips are by transit, bike, or walking.
According to urban planners from Sweco, an important reason for this accomplishment was that the
city prioritized Hammarby’s transit system in the planning and fully constructed a high-quality transit
system before the first residents started moving in (Hanson et al., 2014).

Easy access to Stockholm: Major investments in the road and transportation infrastructure connect
Hammarby with the rest of Stockholm. A new light rail tram makes four stops along the main transit
spine of the development and connects at each end directly to the Stockholm underground. Every resi-
dence is within 300 meters of a stop in this system, and the frequency of trams is every 12 minutes. The
small-scale blocks, which feature generous sidewalks, paths through parks, and pedestrian shortcuts,
also make access highly convenient. It takes about 20 minutes for residents living in any area of Ham-
marby to get to Stockholm (Hanson et al., 2014).

Figure 12. Mode splits for journeys in Stockholm County (Source: Cervero and Sullivan, 2010)
Public Transport Bike/Walk Car
52%
50% 47%
43%

40% 39%
36%
34%
32%
30% 28% 27%
23%
21%
20%
17%

10%

0%
Hammarby Sjöstad Inner City Southern Suburbs Western Suburbs Hammarby Sjöstad Inner City Southern Suburbs Western Suburbs Hammarby Sjöstad Inner City Southern Suburbs Western Suburbs
 Public transit: Thanks to a significant investment by the city, a modern public transport system serves 16
Hammarby Sjöstad. This system includes the Tvärbanan light railway, new bus lines, and a ferry on
Hammarby Sjö Lake, between the district’s southern and northern tips. Three bus lines stop in the
neighborhood or are in close
proximity. A free, year-round
ferry crosses the lake every Figure 13. Waterfront in Hammarby (Source: Joakim Westerlund / CC BY 2.0)
15 minutes, from early in the
morning until late at night.

Biking: Careful attention to

non-motorized transporta-
tion paths has also encour-
aged the shift away from
dependence on private cars.
Hammarby also supports
biking, and is home to one
of the 85 docking stations in
Stockholm’s public bike share
program. Residents often bike
to the ferry station to get to
Stockholm (Hanson et al.,
2014).

Walking: As described above

in the section on green spaces, the city has also carefully planned the walking spaces. The continuity
of the walking paths, the prioritization of walking over driving, and the substantial amount of foliage
and green space that surrounds the paths convey this. Views of the waterfront make the walking ex-

Figure 14. Transportation system map of Hammarby (Source: ITDP)

 perience more interesting as well. There are also eco-ducts that go over the highway and connect the 17
district to a nearby nature preserve.

Parking and car control: Car ownership rates are 43 percent lower than in the city of Stockholm as a
whole and 25 percent lower than the nearby green-oriented Sundbyberg district. Efforts to promote
car sharing have also reduced car ownership. For example, car ownership rates were 66 percent in
2005 and 62 percent in 2007 (Hanson et al., 2013). There are also 25 to 35 vehicles available for car-
pool in the area, 75 percent of which run on biofuel (Folletta, n.d.). The district does not have overly
restrictive parking policies: its parking ratio is 0.65 spaces per housing unit, considering all types of
available parking. This is the same as for Stockholm overall. Hence, for Hammarby, it is not necessarily
direct limits on car ownership or parking that encouraged other forms of transportation, but the suc-
cessful efforts to make non-motorized and public transit a convenient and pleasant experience.

BENEFITS
Social desirability: Each development phase has sold out almost immediately (Fraker, 2014), an indi-
cator that use of The 8 Principles contributes to the establishment of desirable neighborhoods. There
is strong demand for real estate in Hammarby and this translates into rents that are higher than other
areas of Stockholm (Cervero and Sullivan, 2011).

Economic gains: Residential unit rents are higher in Hammarby, one indicator of the economic value
created by the project. Commercial areas are also successful, with close to full occupancy. Small ad-
ditional costs, which come out to only a 2 percent to 4 percent increase for developers, yield not just
environmental benefits but also energy savings. These energy savings produce net economic benefits
after paying back initial capital costs. (Energy Cities EU, n.d.).

Environmental improvements: As outlined above, reduced dependence on fossil fuels for transporta-
tion and for buildings will greatly reduce greenhouse gas emissions and local air pollution.

Figure 15. Canal in Hammarby (Source: Hans Kylberg / CC BY 2.0)

VAUBAN
Public space in Vauban (Source: Antoine Belaieff / CC BY 2.0)

SUMMARY
Built between 1998 and 2010 in Freiburg, Germany, Vauban scores a platinum rating according to the
LEED-Neighborhood Design (LEED-ND) protocol. ITDP also gave Vauban a TOD gold standard rating.
Vauban’s most notable sustainability achievement is the extent to which residents have freed them-
selves from dependency on car travel. The district is home to 5,500 people and 600 jobs are located
on-site. From the outset, Vauban has endeavored to be a beacon of people-centered development
(Box 2).

DEVELOPMENT PROCESS
The city government has officially recognized Forum Vauban, a citizen’s associations, as a participatory
planning body to coordinate Vauban’s planning process. This group played a key role in setting stan-
dards. By focusing on a few key performance metrics—while
still allowing creativity and diversity within these guidelines— Box 2. Sociocultural Goals for
Vauban has crafted an organically structured urban neighbor- Vauban (Fraker, 2014)
hood that is both livable and low-carbon.
Vauban prides itself on having:
The city government as landowner and manager: This al-
lowed the city to press for more ambitious sustainability mea- A balance of living and working
sures, as in Hammarby. It also enabled tolerance for any risk areas;
that was associated with the “learning while planning” process. A balance of social groups;

Learning while planning: The master planner was open to al- A mixed-use district center with
lowing the development plan to evolve based on the changing shops for daily needs;
standards of the Baugruppen (“building groups”) and Forum A primary school and kindergarten;
Vauban. Hence, the Baugruppen and Forum Vauban were able
to improve on and develop their ideas without an initial plan Family and child friendliness in the
locking them in. design of the public space;
A neighborhood center for meet-
Baugruppen and collective innovation: The division of design ings, events, and guests;
authority among the 40 different Baugruppen allowed for in-
A farmer’s market.
novation and created a sense of real ownership around each
area. Each Baugruppen was responsible for its own subarea in
Vauban. Forum Vauban acted as a higher-level community to
the Baugruppen to share best practices, trade ideas, and collaborative solutions. Each Baugruppen
also had its own program, goals, and architects. The district launched a competition to see which Bau-
gruppen could achieve the greatest energy savings. This competition lead to the construction of more
than 100 units of passive housing and 75 units of the Plus Energy homes (Fraker, 2014).
18
 19

URBAN FORM AND TRANSPORTATION

The results of Vauban’s urban form and transportation strategies are spectacular, with only 17 percent
of all trips occurring by car. The numbers below demonstrate this success:
• Non-motorized transit: 64 percent;
• Public transit: 19 percent;
• Parking space per resident < 0.5;
• Cars ownership: 160 cars per 1,000 residents;
• Car sharing: 39 percent of Vauban’s households had a car sharing membership (compared to 0.1
percent nationwide in Germany).

URBAN FORM
Basic city structure: Like Hammarby, residential areas are a quick walk away from the central tran-
sit corridor, Vaubanelle. Moreover, to make non-motorized transit a first-class transportation option,
the majority of the area’s surface transportation network is exclusively for non-motorized transit (see
“Car-restricted roads” in Figure 14). The car-restricted roads allow short trips by car, capped at 5 km/
hour, for drop-offs and pick-ups (Eindhoven Energy Institute, 2010). Vauban has also emphasized
mixed-use development; Schools, businesses, shopping, and food cooperatives are all within a 10-min-
ute walk. About 600 jobs exist on-site, with about 500 in business locations and another 100 people
working out of their homes.

Commercial area: The commercial street at the entry of Vauban acts as the main connection to
Freiburg. The commercial area is also mixed-use, with commercial space on the first three floors of
each building, townhouses above, and solar panels on the roof.

Block structure: Vauban’s distinct block structure features U-shaped roads on both sides of the city
that are car-restricted. Homes in these areas are also car-free residences.

Figure 16. Tram in Vauban with tracks integrated with green space (Source: micagoto / CC BY NC 2.0)
 20
Green space: Vauban also
achieves an incredible interweav-
Figure 17. Biking in Vauban (Source: Alain Rouiller / CC BY -SA 2.0)
ing of green space that delivers
appropriate blend of density
and livability. The city even laid
the tramway tracks directly onto
grass instead of pavement. A
small stream that runs parallel to
the track serves two purposes; it
channels storm water, serving as
natural flood control, and it pre-
vents pedestrians from crossing
anywhere except at crosswalks.
Horizontal and rooftop green
space augments ground-lev-
el parks. More than half of the
buildings have some sort of green
roof to provide insulation, retain
rainwater, or collect solar energy
(Fraker, 2014).

Density: Vauban is also quite dense, with 12,200 residents per square kilometer, or 5,500 residents

Figure 18. Plan of Vauban (Source: eRich Lutz)

 over 45 hectares. 21

TRANSPORTATION
Even compared to Rieselfeld, a neighbor-
ing district also designed with sustain- Figure 19. Family biking on car-free street (Source: Antoine Belaieff /
ability in mind, Vauban scores higher on CC BY 2.0)
measures of non-motorized travel. For
example, 30 percent of trips in Rieselfeld
are by car compared to only 16 percent in
Vauban (Field, 2011).

Public transit: A 10-minute light rail trip

connects the district to the city center.
All residences are within 400 meters of
a tram stop. A bus line serves the area
and transportation links are still being ex-
panded (soon a regional rail line will stop
at the edge of Vauban). With its empha-
sis on low-carbon transportation, the city
completed the tram service before allow-
ing any further development on Vauban
to ensure that residents were engrained
with low-carbon habits from the beginning (Grant, 2008). Moreover, early completion of the tramline
provided confidence to investors regarding the future of the development (Grant, 2008).

Car control and parking: Car control is a central element of Vauban’s strategy. Residential streets al-
low cars only for picking up and dropping off, not for parking. A parking spot in one of the four lots at
the edge of the district costs $40,000 (Fraker, 2014). There are also traffic-calming measures, such as
limiting car speeds to about 30 km/hour.

This car-free lifestyle is fundamental to development of a low-carbon community and it has important
childrearing benefits. Profiling the district, The New York Times recounted one father’s experience
in Vauban: “He is glad to be raising his children away from cars; he does not worry much about their
safety in the street” (Rosenthal,
2009).
Figure 20. Children playing on car-free streets (Source: Alain Rouiler / CC BY 2.0)
In Vauban, 160 residents per ev-
ery 1,000 own cars, compared to
374 in Freiburg, which is known as
“the green city.” Most impressive-
ly, more than half of the car-free
households moved to Vauban
and sold their vehicles because of
the “carrots and sticks” offered by
 the district (Gorges, n.d.). In 2002, 81 percent of residents from car-free households said they found 22
that life without a car was either “easy” or “very easy” (Field, 2011).

Walking and biking: Beyond the car control measures discussed above, Vauban has a host of mea-
sures to ensure high rates of walking and biking. For example, every home has at least one bike park-
ing space a community store offers free labor on bicycle repairs. This type of urban design has also
changed residents’ habits: 41 percent of car owners use a bicycle more than they did before moving
to Vauban (Field, 2011). Residents can reach the city center and the rail station within 12 minutes on
bike from residential areas (Field, 2011).

BENEFITS
Vauban’s strategy for creating a sustainable and healthy urban lifestyle has generated numerous ben-
efits for residents:

A mixed and stable community: Vauban has attracted a significant number of families and long-term
residents due to its appealing, accessible, and safe environment. The district illustrates that design can
make a huge difference in how residents use available space. Neighborhoods that are conducive to
community interaction provide places for children to play and for adults to socialize. In Vauban, 25 per-
cent of residents are laborers, lower-ranking employees, or civil servants, 55 percent are management
level, and 20 percent are self-employed professionals. Finally, 10 percent of the housing is reserved for
lower-income residents, which accomplishes the original target in this regard (Melia, 2002).

Integration of children and seniors into the community: Vauban’s mostly car-free streets are wel-
coming for seniors and children. For older citizens who are no longer able to drive, there is easy access
to nearby goods, services, and public transit. Vauban has intentionally built facilities to integrate fami-
lies, with particular consideration for both children and seniors. The neighborhood will accommodate
more than 300 people over the age of 60 through trans-generational apartments. Given that 30 per-
cent of the 5,100 residents are younger than 18, there are two facilities for toddlers and five childcare
centers.

Low-cost: Vauban has accomplished its goal of cost-effective sustainability. Quartier Vauban cost about
500 million Euros to build, which is only about 3-5 percent more than traditional construction (Energy
Cities EU, n.d.). Fraker (2014) found that the substantial gains in home energy efficiency only added
roughly 3 percent to the overall cost of the house.

Property values have skyrocketed: A few years ago, a three-bedroom flat in Vauban might have cost
250,000 euros, but that price has now doubled, according to press reports. Top floor flats are particu-
larly in high demand (Balaram, 2014).

Figure 21. Bike to bus connection in Vauban (Source: Antoine Belaieff / CC BY 2.0)
 LIUYUN XIAOQU
Nightlife in Liuyun Xiaoqu (Source: ITDP)

SUMMARY
When it was first built in the mid-1980s, Liuyun Xiaoqu was a gated, single-use residential block. The
gates severed connections to nearby areas and communities. The single-use zoning hindered access
to amenities and other services because residents would have to walk long distances to get anywhere.
Today, Liuyun Xiaoqu is one of China’s best examples of development according to The 8 Principles.

The district’s character began to change in 2000, when the government gave tenants the title to their
apartments. Shortly thereafter, owners of the ground-floor apartments realized they could convert
their residences to commercial uses. Since then, the area has developed a wide array of local offer-
ings of goods and services. Today, virtually all ground floor units are dedicated to commercial use,
and upper floors continue to serve as residences. The government took down the original gates to
improve connections to thriving commercial areas nearby. In 2009, the city government invested in
public space improvements in preparation for Guangzhou’s hosting of the 2009 Asian Games.

The following information is adapted from ITDP’s Best Practices in Urban Development in the Pearl
River Delta (ITDP, 2012). The focus is on the neighborhood’s accomplishments in urban form and trans-
portation.

URBAN FORM AND TRANSPORTATION

The total site is 22.5 hectares, with a floor-area ratio of 2.6. About 70 percent of Liuyun Xiaoqu is open
space, with a population density of approximately 9,600 residents per square kilometer. Efforts to
23

Figure 22. Map of non-motorized path network and vehicle network (Source: ITDP).
 beautify remaining open spaces, largely carried out as part of preparation for the Asian Games, have 24
succeeded in creating enjoyable public areas. Small parks and recreation areas create places for peo-
ple to gather, talk, or exercise. Proximity to commercial activity and the general mixed-use zoning of

Figure 23. A walkable mixed-use neighborhood (Source: ITDP).

the neighborhood mean that a

Figure 24. Liuyun Xiaoqu (behind two large towers) and the surrounding area. The
household can meet their daily nearest BRT station - a long covered station being visited by multiple orange buses
needs without resorting to car at the moment the photo is taken - is evident in the foreground (Source: ITDP).
travel (or public transit, for that
matter).

Figure 23 shows the roughly 900

shops and services available in
Liuyun Xiaoqu. The area’s rela-
tively small blocks (no larger than
50-150 meters by 40-80 meters )
create more direct walking and
biking routes, thereby increasing
their convenience. Well-crafted
public spaces and ground-floor
retail create a more enjoyable
and interesting walking experi-
ence.
 In terms of transportation, the district itself has nearby access to high-capacity transit, including BRT 25
and metro stations (Figure 23). Liuyun Xiaoqu offers a well-developed network of paths exclusively
for non-motorized modes of trans-
portation. Figure 22 shows the area’s Figure 25. Commercial street in Liuyun Xiaoqu (Source: ITDP).
extensive pedestrian and bike paths
and, for comparison, the less exten-
sive road network for motor vehicles.
Liuyun Xiaoqu has few parking op-
portunities for cars, mostly because
construction of the area happened
before motorization took off in China.
However, there have still been recent
efforts to make public spaces geared
toward people. The local government
has cleared vehicles and put in phys-
ical barriers in alleys that were once
used for car parking.

BENEFITS
By implementing The 8 Principles, Liuyun Xiaoqu provides social, environmental, and economic bene-
fits for its residents.

Social benefits: An important social benefit is the conservation and re-establishment of traditional
Chinese street life. Car-dominated streets are less inviting for social interactions. Moving cars are dan-
gerous, especially for children and the elderly, but the quiet paths of Liuyun Xiaoqu pulse at a slower
pace and this invites people back into the streets.

Environmental benefts: We do not have specific transport mode data for the district. Nonetheless, all
the conditions are in place to enable a shift to walking, biking, and transit. Reduced dependence on
cars from the urban design choices translates into lower oil consumption, less motor vehicle exhaust,
and improved air quality.

Economic benefits: ITDP observes: “Commercialization had already multiplied values several times
before the renovation program [carried out for the Asian Games in 2009]. The approximately 900 area
shops experienced a general increase in value of 30 percent following the re-opening [after public
space renovations].” Energy Innovation staff visited this neighborhood in June 2014 and confirm it to
be a thriving, sustainable community.
Figure 26. Pedestrians on car-free street in Liuyun Xiaoqu (Source: ITDP).
CONCLUSION
Family on rainy day in Liuyun Xiaoqu (Source: ITDP)

This report tells the story of three sustainably developed communities, located in Guangzhou, China,
Stockholm, Sweden, and Freiburg, Germany. By emphasizing public transit, walkability, and travel by
bicycle, these neighborhoods are providing increased mobility and a higher quality of life. The 8 Prin-
ciples provides a roadmap to accomplish this.

By developing according to The 8 Principles, the communities profiled in this report are thriving:

In Hammarby, demand has been so strong that each new phase of construction has sold out al-
most immediately. The environmental impact is 30-40 percent less than other developments built
at the same time. Car travel accounts for only 21 percent of trips made by Hammarby’s residents.
Most impressively, the higher standards only increased costs for developers by 2-4 percent.

In Vauban, the design of the district has successfully demoted the car and promoted transit,
walking, and biking. The result is that only 16 percent of the residents own cars and non-motorized
trips account for 64 percent of all trips. With safe streets, outdoor recreation opportunities, and
attention to the location of child services in the district, Vauban has attracted and retained many
families. Because Vauban is an ideal living environment for families, this has encouraged long-term
residency, contributing to social stability. The cost of construction was only 3-5 percent more than
traditional construction methods and demand for both residential and commercial building space
has been strong.

In Liuyun Xiaoqu, vibrant commercial space now dominates ground floor space after conversion
of the area to allow mixed use. As a result, ground floor building area increased in value by 30 per-
cent. The introduction of mixed-use, public space improvements, and improved transit connections
have improved quality of life through better access to goods and services, transit, and recreational
areas. The neighborhood is now much more walkable and has become a suitable environment for
children and the elderly to live due to its mixed-use nature and people-centered urban design.

Beyond environmental, social, and cultural benefits, places designed according to The 8 Principles
perform better economically. Mixed-use and population density create a built-in customer base for
local businesses. Quality of life and vibrant cultural spaces attract talented people, supporting further
economic growth, creating a virtuous cycle. In a world of rapidly growing cities facing a host of chal-
lenges such as congestion, pollution, blight, and crime, these are a powerful combination of benefits.
Developers and city governments everywhere should incorporate The 8 Principles into their planning
practices as these principles can provide a foundational structure for urban success.

26
 27

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